![]() ![]() Even after you get the shift behaving correctly you will still have the internal factory deficient 3-4 clutch setup which will glaze over in time because the piston acting on that clutch pack does not bleed down (release) fast enough, in fact it takes almost 10-seconds (!) for that to happen as built by the factory and that is one major factor why the 3-4 clutch pack gets baked this is just one example of an issue inherent in 4L60s that cannot be solved with *any* shift kit, you gotta tear down the tranny to mod the piston to solve this issue and this is the kind of knowledge only a few tranny builders have ever taken the effort to tackle and solve (considerable effort I might add). So in real-world terms what this means is that the single most important thing that your tranny must avoid is banging into 2nd, this is critical as you WILL shatter the input drum eventually but OTOH it's gotta grab like hell too. RE your question about shift kits installed in the stock trans - the guts of the 4L60 are basically designed to handle about 375 lb-ft of torque I'm talking the input shaft to the output shaft and everything made of metal in-between. ![]() 4L60E CORVETTE SERVO INSTALL PROFESSIONALAlso for you DFW guys Sprayed99 and his father (a local professional tranny builder) are also very knowledgeable on 4L60s and I understand they have pretty good success with them. BManSS and I have been learning together on my tranny and I think we've figured out a workable build via experimentation but we've largely gotten our results from BMan's prior experience (himself a tranny builder) combined with in-depth support/knowledge from Chris CK Performance. People I'm still on the fence about - FLT, PATC. People I've personally judged know what the hell they are doing with a 4L60: Rossler, Chris Kokkonis (CK Performance), Art Carr, Zippy, Toy Shop. Another thing to consider - even after you have a 'bulletproof' 4L60 expect to have it out of the truck every 2-3 years for new clutches anyways as normal wear & tear don't think that you will get 100K-miles out of it between rebuilds, that's not realistic for a 4L60 working as hard as these ones have to in order to cope with the weight/power of these trucks. At this point my transmission has consumed $5K and 4-months of downtime (in 3 years) and if I had realized that up-front I would have just bought a top of the line 4L60 to begin with from a proven professional that specializes in 4L60 builds since they are so different from other tranny builds ideas that work in a 4L60 do not work in a TH350/400, C6, Torqueflight, etc and vice-versa, the 4L60 is a 'different animal'. I am confident this time in my own build that I've just about overcome all the gremlins in my 4L60 buildup but it took several tries and admittedly a couple tranny builders as well. The 4L60 transmission is very unforgiving, you've got to have all the right components just so or the thing will not last and there are only a handful of people I've seen in the last 3 years that have proven they can deliver a 4L60 which can take the punishment especially in the AWD trucks (which are like driving on drag slicks all the time, 100% traction).įactory deficiencies that must be addressed are 3-4 clutch pack failure (which is rampant btw), improved reaction carrier/shell and other hard parts, improved band & clutch materials, correct recipie of shift kit valving & servos. My advice: the transmission is THE problem component in this truck, and if you plan on keeping the truck for any length of time (like more than 3-4 years IMO) then I highly recommend you spend the money and buy the best damned transmission you can afford from a proven 4L60 builder. First time was my fault, I made a mistake installing the Vette servo and the tranny had to come out to correct the problem second time was 6-months ago and now three weeks ago. Mr P has blown his.This is the 3rd time I've had the transmission out of my truck. ![]()
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